Aerocraft.



L. P. MOKEONE.

AEROORAFT.

APPLICATION FILED SEPT. 27, 1910.

1,041,1 36. Patented Oct. 15, 1912.

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AEROORAFT.

APPLICATION FILED SEPT. 27, 1910.

Patented Oct. 15, 1912.

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AEROCRAFT.

APPLICATION FILED SEPT.27,1910.

1,041, 1 36. Patented Oct. 15, 1912.

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LawrenceBM 'Keone LAWRENCE P. MQKEONE, OF NEW YORK, N.

AEROCRAFT.

Specification of Letters Patent.

Patented Oct. 15, 1912.

Application filed September 27. 1910. Serial No..584,016.

T 0 all whom it may concern:

Be it known that I, LAWRENCE P. Mc- Knonn, a citizen of the United States, residing in the city of New York, borough of Manhattan, county and State of New York, have invented a certain new and useful Aerocraft, of which the following is a speclfication.

' This invention is an aerocraft, but for the purposes of illustration I have shown the invention as embodled 1n an aeroplane.

The main feature of the inventlon consists in providing a substantially imperforate' The vanes on one side of the chassis 0perate in an opposite direction fromthose'on the other side; a. e.,,when those on the right of the chassis are in anopen or dependin position, those on the left are closed, an Vice versa, although both series may be opened or closed.

By virtue of the construction described, the vanes, when in open positlon, form a series of air pockets or resistances beneath their particular side of the weight carrying plane. In other words, that portion of the plane beneath which the vanes are open, is subjected'to greater air pressure than the other portion of the plane beneath which the vanes are closed. As a result, the stability ofthe machine is increased, and the operator provided with means whereby he can readily and efficiently control the same. Another feature of the invention consists in constructing the outer surface of the chassis in a substantially oval form intransverse cross section, whereby lateral a1r currents are so deflected that they have little or no tendency to capsize the craft.

. Other features of the invention not hereinbefore specifically referred to will be apparent from the following detailed description taken in conjunction with the drawings. In the accompanyin drawings I have illustrated one practica embodiment of the invention, but the construction shown therein is to be understood as illustrative, only,

and. not as definingthe limits of the invention. I

Figure 1 is a view of my aerocraft in front elevation. Fig. 2 is a plan view. Fig. 3 is a vertical section on the line *83 of Flg. 1.. Fig. 4 is a detailv view, on an enlarged scale, illustrating aplurality of rock shafts, the vanes thereon, and one formof means for simultaneously adjusting said shafts and vanes. Fig. 5 is a detail view in front elevation of the vanes.

A designates a frame, herein designated the chassis, which supports the power plant for propelling the craft. As shown, the chassis extends centrall. and lengthwise of the craft, the top, si es and bottom surfaces ofsaid chassis being im rforate, while the ends thereof are open or air to flow therethrough. The top and bottom of said chassis are curved, at a a, but the sides are inclined, at a the angular walls of each side-meeting each other, at a, whereby air currents at the sides of the craft are deflected toward the top or bottom, so as to minimize the effect of side wind pressure upon the craft. The chassis is braced or stayed internally by any suitable means.

B, C are weight supporting planes extending from the respective sides of the chassis.

Each plane is equal in width to the length of the chassis, see Figs. 2 and 3, but the length of each plane greatly exceeds the length of said chassis, the two planes being of equal area. Each plane, B, C, is constructed in any way preferred by those skilled in the. art, buta practical construction embodies a skeleton frame covered .by suitable fabric. In cross section, each plane is arched or curved, as shown in Fig. 3. The frames of the planes are joined to the chassis, preferably at the corners, a, and said planes are st-rengthened'by appropriate stays, I), c, at

the top and under sides.

D is a motor or engine of any suitable kind. It is carried within chassis, A, so thatthe weight is substantially at the bot-- tom of the craft, in order to secure a balancing effect from the Weight of said engine, but it is evident that the engine may be supported or mounted in any desired manner.

E, E are propellers, herein shown as positione-d at the rear of the craft and at the respective sides of the chassis and them gine. Each propeller is carried on a shaft,

e, and tothese shafts are connected suitable means operated by the engine for driving the propellers simultaneously. As shown, cross shafts, E, are-geared to propeller shafts, e, and these cross shafts are geared 5 to another sha'ft,-E which shaft, E is operated by motor, D; but it will be understood that the invention isnot restricted to the particularmeans for operating the propellers, for the reason that any form of power transmission may beemployed. QThe propeller shafts are supported exteriorly to the chassis by suitable means, and said sup porting devicesjare braced by stays, e.

The salient features of the invention are the vanes, F,'G, positioned on the under sides of the weight carrying planes for the purpose of producing, when opened, a num-. ber of air pockets below the planes, whereby the resistance is increased and stability of the craft is obtained. In a practical construction, two series of shafts, F, G; are employed for supporting and operating the two series of vanes, F, G, and the shafts, F, with the vanes, F, are-positioned on one side of chassis, A, whereas shafts, G, and vanes, G, are on the other side of the chassis. A

number of shafts, F or G, are employed at each side of the chassis, the series of said shafts at each side being parallel to each other, and each shaft being at a right angle tot-he length of the chassis. Thus, a series of horizontal parallel shafts is provided below each weight carrying plane, each shaft being parallel to the length of the plane, and the shafts of each series being properly spaced apart across the width of the plane. The shafts are mounted in, bearings provided on the machine frame, the inner ends of said shafts extending into the chamber or inclosure of the chassis. Vanes, F, comprising one group are fixedly attached to the rock shafts, F, a series of vanes, F, being secured to each shaft.- Similarly, a series of vanes, G, are secured to each rock shaft, G. As shown, each vane is provided with sleeves, 7", which are slipped over the shaft and are attached rigidly thereto, as by set screws, f, the vanes being secured by suitable means, to the sleeves; but it is obvious that this mechanical detail may be modified by a skilled con structor. .The rock shafts, F, G,may be solid or tubular; the vanes may be composed of metal, fabric, or other material, and various mechanical expedients may be resorted to in the detailed constructions of the parts.

The rock shafts and. vanesare operated simultaneously from a suitable device post tioned within the chassis, A, and within convenient reach of the aviator. Onemeans for operating said vanes is asfollows'flF-heinner ends of each series of rock shafts which extend within the chassis are provided with crank arms, H, and a connecting rod o'r bar, I, is pivoted to all the crank arms of each series of rock shafts. From the connecting rods, I, of the two series of crank arms and rock shafts extend operating cords, cables or other connections, vJ in case flexible connections are used, they are guided by suitable pulleys or sheaves, j, as shown. The cables are attached to an operating device, K, .preferably in the form of a lever. In the example ,shown, the lever, K, operatesto raise one group of vanes and to lower the other group of vanes when the le-' ver is shifted to one position, as indicated in dotted lines; a movement of the lever to an oppositely inclined position, reverses the positions of the vanes by lowering the previously raised vanes and elevating the previously lowered vanes, respectively, but when the lever occupies the middle position, all the vanes are partially lowered. Obviously, however, the lever may be arranged or connected to operate in a different manner from that described, hence it is not desired to restrict the operation to a particular way, it being new'with meto provide the two groups of resistance vanes and means for simultaneously operating them.

It is preferred to employ a vane, the side edges of whicl; 'are inclined towardeach other so that theva'ne is somewhat wider at the top thanv at the bottom. Furthermore, the lower part of thevane is curved lengthwise and toward the front of the craft, in

order to increase the resistance of the vane when the craft is flying in a forward direction.

It will be noted that the vanes arepositioned in close relation to the under side of each weightnarryi'ng plane. Whenv the rock shafts are, operated to raise the vanes, the

entire pluralityof series of vanes beneathpressure, said vanes depending from the 1 lower surface of the weight carrying planes. The operatlon will be understood from the foregoing description taken in connection with the drawings. I

By moving the levertoward the left,-the two'ser es of rock shafts. will be turned for the purpose of lifting the vanesbelow the right hand plane, C, and lowering the vanes below the left hand lane, thus increasin the resistance belowt e left'liand plane an 7 establishing ahigher pressure'below it, re-

sultingin an elevation of the left hand plane and a corresponding depression: of the right hand plane. A movement of the lever I in the opposite direction reverses these con- .5

ditions.

By my invention the stability of the craft when flying against the wind is substantlally increased by the. vanes affording increased j rtsistance or friction to the air. Furthermore, the v'anesand formof chassis tend to break up and deflect cross currents of air and obviate in a large measure the rocking or swaying efl'ect inherent in prior machines understood that the invention is not limited to this" particular form of craft, 'for the reason that the vanes and, their controllin stability vanes mechanism may be used generally in al kinds of aerial crafts, and more particularly aeroplanes, for the purpose of increasing the stability thereof.

' Associated with the form of the craft is a running gear, L,- comprising a, depending frame, Z, an axle, Z, havln carrying wheels, L, and shock absorbers, of anysuitable construction, said shock absorbers being positioned intermediate the frame and the wheeled axle forth'e purpose of-reducing the shock upon the machine when it strikes the ground. As shown in Fig. 1, two'shock absorbers are employed, one near. each end of the axle. SkidsjN, are provided to act as brakes or drags when the craftalights, said skids being suspended from the axle.

Having thus fully described theinvention,

what I claim as new, anddesire to cure by Letters Patent is:

In an aerocraft, a Wei ht-carrying planeand a plurality of stability vanes pivoted beneath and extending over the major part'of said Weight-carrying plane, said stability'vane's being foldable into inoperative positions. in close relation to the under surface of the weight-carrying plane.

2. In an aerocraft, an imperforate weight carrying plane, and a plurality of movable depending beneath the same and the combined area ofvwhich exceeds onehalf the area of theweight-carrying plane, said stability vanes being foldable into inoperative positions in close relation to the under surface of the weight-carrying plane.

3. In an aerocraft, a chassis, a weightcarrying plane on either side thereof, a plurality of series of stability vanes beneath each of said planes and having a pivotal movement with relation thereto, the combined area of the vanes beneath each weightcarrying plane being equal substantially to the area of said plane, and means for simultaneously operating each series of vanes, said stability vanes being foldableinto close relation to the under surface of said weightcarrying plane and adapted to assume depending operative ositions relative thereto.

4. In an aerocraf t, a chassis, a weight carrying plane on either side thereof, a plurality of shafts beneath each plane, a series of vanes mounted on each of said shafts,

and means for operating the shafts, whereby the vanes may be opened into operative positions depending from the we ght-carrying plane and moved into inoperative positions in close relation to the under surface of said Weight-carryipg plane.

5. In an aerocraft, a weight-carrying plane, and stability vanes positioned below said weight-carrying plane, each stability vane being pivoted at one end and the aggregatearea of said vanes exceeding onehalf the area of said weight-carrying plane, said vanes being movable into operative positions depending from the weighbcarrymg plane and being foldable into inoperative positions close to the under surface of said weight-carrying plane.

n an aerocraft, a weight-carrying plane, and stability vanes positioned below said weight-carrying plane, said stability vanes being arranged in series substantially from end to end and from edge to edge with respect to the weight-carrying plane, said vanes being movable into operative positions depending from the weight-carrying plane and being foldable into inoperative positions close to the under surfaceof said weightcarrying plane.

7. An aerocraft embodying a chassis the outer surface of which is substantially oval in cross section, weight-carrying planes positioned at the respective sides of the chassis and extending outwardly therefrom, the inner end portions of said weight-carrying planes terminating at the chassis, and a plurality of series of stability planes pivotally supported'in close relation to the under surfaces of said weight-carrying planes, said stability planes being foldable to inoperative positions with respect to said weight-carrying planes and movable into depending operative positions relative to said planes.

8. In an aerocraft, a weight-carrying plane and resistance vanes depending from the under surface of said weight-carryin plane, said resistance vanes-being arrange in series substantially from end to end and from edge to edge of the weight-carrying plane, the aggregate area of said resistance vanes being equal substantially to the area of the Weight-carrying plane, said stability vanes being foldable into close relation to close to the under surface of said weightfj &

the under surface of said weight-carrying,

plane and adapted to assume'depending operative positions relative thereto. I

9. In an aerocraft,f alwei ht-carrying plane, resistance vanes-mounte forlzpivotal movement relatively to said plane, the aggregate area of'said vanes being equal substantially to the area of the weight-carrying plane, and means for adjusting saidyanes whereby they. may be folded intoinoperative positions compactly against the under sur- "face of the weight-carryingplane or ad- --]usted to assume-operative'positions by oxtendin'g downwardly therefrom. v

10. In an aer0craft,a chassis,weight carrying planes at the respective sides thereof,

groups of resistance vanes below each. of. said planes, respectively; and means for" simultaneously adjusting said groups". .of

vanes, said vanes :beinfi movable into operative' positions? depend ng froxg carrying planes andbeing fol face of said weight 'carrying planes.

11. In an aerocraft, a chassis, weight can rylng planes at the respectlve sides thereof, reslstance vanes-mounted for plvot-al move" ment relativelyto the'under; surfaces of said planes, said resistance vanes when folded". zupwardly covering the major part of the under surfaces of the'weight-carrying plane's, an operatlng devlce, and connectlons intermediatethe operating device and said vanes for simultaneously operating the latter, said Evanes being movable into operative positions" depending 'from the weight-carrying planes andbeing foldable into inoperative positions carrying planes.

-12. In an aeroplane, the combination of a. plurality of wei lit-carrying planes a plurality of series 0 resistance vanes positioned below the under surface of each weight-can rylng plane, said resistance vanes being movable into depending operative positions carrying the weight... I able into in-J operative p0S1t10IiS'C1OSe' to the under-sun relativeitoithe weight carrying planes and foldab lerinto inoperative positions and in close relation to the under surfaces of said planes, and operating means connected to raise;theiresistance vanes below one weightlanesimultaneouslywith the operation 0 {lowerin the resistance vanes below the other weig t-carr 'ing plane.

1.3.In an aerocraft, a c assis, weight carrying planes at-the respective sides thereof,

two series of rock shafts .positioned at the sides of the chassis and below said planes,

each rock shaft extending at an angle to the lengthof'the chassis, resistance vanes carried vby said rock shafts, each vane being positioned to face toward the direction of flight, and means for operating said rock shafts, to adjust the vanes, saidvanes being movable into; operative positions depending from the Weight ca'rrying planes and being foldable intoi'inoperative' positions close to he" under surface weight-carrying eight-carrying planes, a pluckzshafts-supported below, and in 'closerelatienitolf'tl'ie under sui'face of each weight-carrying plane, resistance vanes car-- ried by said rock shafts, said resistance vanes having pivotal movement relative to the under'surfacs of said weight-carrying planes whereby theresistance vanes are movable into depending "operative positions relative to the'undersurfaces of the planes and are foldable into inoperative posltions and in close relation thereto, and operating means magma-the combination of a 

